Marine navigation.



S. A, REEVB.

MARINE NAVIGATION.

fiPPLEGATIQR FIE JULY 31, 1395.

PATENTED P3115, i906.

Witzsses:

UNITED STATES PATENT OFFICE.

SIDNEY A. REEVE, (ll BROOKLYN, NEW YORK, ASSHINOR 'l() VVlLLlA ill M. MEACllAIll ANI) LARNEI) l). MEAUHA Al, ()F (JHHJAGU, ILLINOIS.

MARINE NAVlGATIOI l.

Specification of Letters Patent.

Patented Feb. 6, 1906.

Application filed July 31,1895. Serial No 557,796.

To all whom ilmwy concern:

Be it known that l, Hmsm' A. HERVE, a. citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented a new and useful Method of and Apparatus for Facilitnting the Propulsion and Navigation of Marine Vessels, of which the following is a specification. i

My invention relates to that class of vessels-such as steam-yachts, torpedo-hosts, mail-steamers, &c.which to-day constitute the speediest class of means for travel by water and which are built with a view chiefly to speed,other considerations being held of sec ond ary importance, also to those vessels pro' pellcd by mechanical power. I do not confine my invention, however, to ve sels of any particular size or for any particular purpose,

to hold that it applies to any vessel to which it may prove to he adapted or adoptable,

It is well known that the limits in speed to which vessels are confined are due to the resistunce to rapid movement of the water displaced by the hull and to its l riclion on the surface of that hull when movcd through the water, which is commonly called skin friction. It is also well known that the winter thus displaced must equal in weight that of the vessel and its contents. All attempts at the Etainment of higher s ieeds, therefore, have hitherto consisted, aside from improvement in the means of' propulsion and in thc form of the hell, in attempts to lighten, in proportion to its size and power, the Vcsscl and its contents, it being always lNlllVlil that the amount of water which must ll! assed from in front ol to hehind the vessel in each period of time in which the hitter travels a distance e ual to its own lcngth must be exactly equa in weight to thc Vcsscl and its contents.

My method may be practiced by means ol a plate or asst of plates, plane or 'curvml, which are pivotally fastened to the vnsscls hull and are immersed in the surrounding we ter in such a position that the general llll'll' tion of their surfaces is somewlnit upwardly inclined to the line of the vessels motion at ward and left with a certain velocity in that direction.

My invention therefore relates to the increase or facilitation of high speed in navigation, not hy attempting to lighten a given hull or its contents or by any attempt at r ducing the resistance of dis ilucemcnt of the weight of water equal to that ol' the given lzull, but by lessening the amount of water so displaced with regard to a certain weight of hull lay substituting in whole or part for the llotntive l'orre of displaced water (which force is independent of motion) the reactionary force due to an alteration in velocity or direction of the motion of the water moving past the vessel.

in order to hotter illustrate the device dcscrihed, l append drawings, in which- Figure l is aplnn view; Fig. 2, a side clovetion. Fig. 3 is a midship cross-section looking toward the right from line ll ll of Fig. 1. Fig. 4 is a detail view ol' a modification hereinal'tcr descrihcd. Fig.- 5 illustrates in edge views diil'ercnt shapes of plates. Fig. 6 is a detail side elevation of the hydraulic cylinder and connections for operating the shafts carrying the plates, the connections for operating the valve of the cylinder being indicated diagrainmatically.

A is the hull, propelled by the twin screws l) l), which are driven hy the engines (3 (I. To the hull A are l'astencd the plates B B B hi znenns of the swinging arms or links i k. The use of Sfl'l'll arms or means of attachment is only lt prclcrred method of attachment which may he rcplaced lay another. The swinging arms or links arc actuated to raise or lowcr the plates into or out of the water or in van their angular position by u conneclion will; the hydraulic. cylinders l, which are upcru'lcd or locked under accumulated hydraulic pressure h}- n valve-motion underconii'ol ol' lhc vcsscls pilot. The valve-motionnhcrchy the pislons of these cylinders, and lhcrol'orc the arms and plates also, are made lo l'ollow lhe motion of and retain the posi- 1ion of the pilols hand-lover may he such as are ordinarily used in connection with hydruulic oporaling and locking cylinders. A lll'l'flllllllfl way of arranging these conncciions is shown in Fig. (i, which illustrates an ordinnnv hydraulic opernting and locking mcchnnism and in which i is the hydraulic vylindcr 'i the swinging link controlling the plate, and (I a crank driving the shaft on which link 'i. is fastened. 'lhe cylinder l is connected with a water-supply under pressure, which enters as indicated and leaves through a usual exhaust-port. The controlling-valve is a four-way cock controlled by the link I), which has no fixed fulcrum. An car 1, rising from the crank d, has a link connection '2 with the lower end 3 of the link I), the in )per end of which has a link connection 6 with the lever a, and the intermediate portion of said link I) having a link connection 4 with the arm 5 of the valve. Therefore the fulcrum 23 of the link I) is a movable one con trolled by the position of the crank (l.

e is the pilots hand-lever, which may obviously be situated anywhere on the'vessel and control any number of cylinders. As long as the four-way cock is in the position shown in Fig. 6 the piston of the cylinder 1 is evidently locked against any motion. Upon the movement of lever (1, however, to any position, such as that indicated by the dotted line, the link I) oscillates on fulcrum 3, its lower end being temporarily held, and owing to its connection with the valve the latter will be opened and the piston of cylinder l will move to the right until its motion brings the center of the link I) to its original position, thus closingthe valve by means of the connection 4, when the motion of the piston is arrested and locked once more. It is obvious that for each position of lever a there will be r a corresponding position of link i, to which it must move and where it must remain until a be again disturbed.

.I do not confine myself to the position and arrangement of cylinders as shown in the drawin s. The cylinders may preferably be situateil outside of the hull and directly connected with the arms or lates or in any other way. Nor do I con ne myself to the use of hydraulic cylinders at all. The arms may be actuated by any.other form of me-- ehanical power or by hand-power through screws, racks, (the. i

The linksi and k are so arranged as to po sition of centers, length, &c., that the plate upon being immersed thereby first passes almost vertically downward without great angular variation from the horizontal and then as the links approach a vertical position moves more nearly horizontally without great variation in depth below the hull, but with more marked change in angular position in relation to the longitudinal axis of the hull. This motion is shown in Fig. 2 by the dotted lines 1, II, III, IV, and VI, representing sucr-cssivc positions of the plate U1 its movement by the links i and It. In this way during the carlicrpositions when any vertical force acting on the plate would ha {c a great mechanical advantage over the motive cylinder l such vertical forces are reduced to a minimum. lo the middle positions, as III imd IV, the usual positions of normal operation, when the vertical forces acting on the plate would be very great, the motive cylinder 1 possesses great mechanical advantage over such forces, and, further, by a movement of the whole system the angular adjustment of the plate may be varied considerabl without any great variation in such mec ianical advanta e or relation or in the depth of the p lates epression below the vessels hull.

his action is illustrated in Fig. 2, where the reaction 01 the water upon the plates B B is represented by arrows showin the direction and comparative magnitude 0 the reactionary forces. In position I the force is barely perceptible; but its moment about the center of which swings the link 'i is ver Y great, while the angularit oi the crank d, ig. 6, further serves to ma tiply its efl'ect upon the piston of Z. In position II the forceis much greater, but its moment about the center of 1 is less and d is in better position, so that the cylinder which was large enou h to start the late from position I would be arge enough to handle it in position II. Position III shows the increase of the force and the decrease or its moment carried stillfarther. By the time position IV is reached the moment of the force has become negative, and it is evident that between III and IV are a number of positions, each giving B a different angle with the horizon, through which the plate could be adjusted with very little effort on the art of the cylinder 1 or other controlling mecl ianism and with very little variation in the depth of depression below the hull. The extreme position of the late and the force acting to check the vesse s motion are shown at position V I. The further value of such an arran ement is shown in the extreme positiono the plate at VI. As the speed of navi ation increases the danger of accident, chiefly rom collision, becomes greater, and some means of checking a vessel s motion becomes more important. In the case of a vessel equipped with my invention should impendence of collision or similar danger be observed the vessels headway may be quickly checked by the complete release of the links 1 and [c from all restraint in their circular motion, when the external forces will immediately carry the plate to position VI, where its lifting power will be nearly gone, its immersion become maximum by reason of the consequent settling of the vessel in the water, and its resistance to forward motion very great. It will be seen that a further advantage lies in the fact that any accident to the constraining mechanism of the links 2' I- would similarly result in prompt stop age of the vessel's headway, when the brea could be attended-to. Figs. 1 and 2 also show a vertical fin 9 attached to a forward plate or to each of the plates, which will cooperate with the rudder to render the vessel able to IIO tlmse points toward u lill'll [lmri is a t mlrnr 13f Ella inlll In more, awarding Lire 4,. nun-use (if tl'w plates,

1 may izlrreuse tlw ie'iurtiumiry fflrces by the afim'l'mevnt nf we 01' mm? plriies t0 lnv same pair of supporting-links. Fig. 4 slum; lllf?\\'&1 may rvinlurrv a plate lay the su wsitiun ul' mm 01" mm? si-ujimlrny {)lfllr A alerted wiili it by pivuiml links, 1' bring ilm main supporting-plate, and 3 lliP sewmiilary plates. The c-nmwrtiug-lihis a3? aitaclwd sufiicir-ntly out if parallel, ucwrding in the form (if the plate, to render the equilibrium of the secondary plates stable, 5:; tllai they shall need :39 asnstraining IHLClHtIZlSHI but may find and retain their own natural positinn. Thus ilisplammmnt 0f the plate frem its m pasiticn (m, say, tn thfi Mr. to the pai i EIPQPfllRd liyfilwdofied iii; wmilri riisplarr 1e reactionary force rrp- ITSlHllPLl by the grrnws, in such a Way as a force the glate hark again tGWzml its Original pesitisri. A good com-r Jinn of this aciiozi is gained by luming lie drawigg upsidr: down and inmgining the plates (1mm, l v graviiy alarm.

Fig 5 shows 'diflermlt. forms of platea shawri in ertical lnngitudinal t-QQ-tlfiii in the line of the vessels rrmiiun which 1 mar 1.1 :22 0 represents a plane fiai plaie i-iiickness, but as in all wizl; srlimbly sharpened for enirancs *arure frem the water. g re i liar plate rylindricaily cnrverl 0r bent eitnr; to a circle or a parabola. or a concliuid. p. and 3 represent plates of varying; thickness formed :23; the cmnbinatinn Of purtimis sf ihase mirves with cash oiher 1211x1151 line.

Fig. 3 shuws by the dotted llfliFS m if m the position in wl'iicli my plates 111a be fixed as to tramvcrse position U3 prmrifliv stability er lifting power, 01' lmiii, this nspwi tin? cnnirmrs of the platm rm 1cariiy strmghfl lines as drawn Em lav ritller Of ihe curves nientiuned in ii? prwrw? ing pmgmpli.

it. will be obsmved that I so lm plams that each Grit. passes )Vilf Wfll k )u previously traversed by any ntlmr im. The action 0f the arrangement shown, sai- Lhnugh I may subsfbitute some or any iii; would be sixth that the bow-plate will set up in the Water beneath the vessels hiii rrrtiral ilmrmrar hull 1 llw hull l ill ti-ml in assunw umlnriiw lifiizig puwvruf plate B in it pn rifi an 1V.

ut in this Z in rrl imn t0 the (:m'bli. 7 var age n? tlllht transverse currents, or at mzrrmit Whirl would in,

am induct Suiare vurrcnis fluwing in trainsvcrrsuly tn the. swls liieitiim frum lintll SlllCS toward the li3'l-llil. This primary vertimil ("urn-m 1 rrprwmivel by nrruux: m Fig. 3, wlmrr E rrg'zr wnis riirmi'intiun iii the H82- fncru u! tin,- wziivz' (luv tn the mrtiun ml the The arrows i'vprcsent ilii'ieirtiun ui' iimiinii in relutinn to the r0550 not to tlw zrrimmling still water L l w the earth. ln 1* 3, G also reprcsrnts this in 9f rface, although it Uri-Hrs at a grain? fart-hm far-ward airing the ii??? than the line H H. Tim sm'muiirg ,lmrimntai transversr ('EHTQQTS set 1: I in H10 Mimi tu Hi; this raid arr: m0 z hswn lay arrows in Fig. 3; 1 ills urmws represent muiiun It is to take 3.1L

was; in miiliiy their otherwise depressing efout 12pm: fie pil rim B, that may 50 cun- 1,; res and thvir cumaetlirms that; {he front mlgvs uf said plntvr Wllml in. their lijfiir-El; position is HllUWIl 13y tllf dub iul ii m 12 m n rather than the lun'izuntail fish .ii'ws; In finorul, 1 :im mxarn that vlaics n1" Sllllllil! (\IH'H have men at wluru now, but Bill} 50? ilw rimiizf iining the "Q in! vary its l'illlillv'f rlopii: 21 var a5 ti I'm-w and *u-rn as purl and minimal Siding, 1? as in ulu-ll Stnfrs Pa viii Nos 4%},593 MK} iTLiZlZ. [t is all; ivingniiwfl 7 'iirla plat? umwl, i'ui sat tlm trim Llao ((x-wl 'Wliil 1 1s iliprms. a! in. r ii glii ll; mi- 3, a whale, yvt sash plazas hurl? arr: in always lmgm ml Miijll yla? the lilting power 4' ip w nk ill-figural Lu IVT vvrv small Mariam: 0i xvi 4 4%, inn-my snilirimit in zu 5' u rium (m l iiisullicien in l i it in tin pllri'mar (if K utiwr lmmi, in the \(amrl lH Ll E" and Hum mzxtwiall i: ii plavemvnt resiai'aim 7 hrrvin' the Rkin lrici'inn m the watts m CID w nging links.

hzwlielled vessel hi ,=lnte l+'-1leii (H1 eneh Hide t 1; their limit and rear edges mnneeied in the Vissfl h n plnle extending :n-russ and inder the h w and having: similar sninging links minim-led therewith nnd nlenns fur swinging the links rm their upper lllYUlTS and hnlding them in :nljnsted ginsitinn.

.l. The mnnhilmtinn with n ineehz nimll prepelled 'essel ul the ilntellul thehnwnnd th plates l1 (:Ml] side nl' the hull, eueh nl' mid planes lmvingg their l'runt and rear edges ennneeted in the vessel by the indepenilnnt swinging linl-zs i ii. and llli'illlH l'nr swinging ille links Hil their upper pivnt mid linlding- Klwn in adjusted pusitiunn l, in a water-nunveynnee, the eninlinnv thin with it hmly m- Vessel fur receiving the passengers or lUil-tl, uf inelined supportingplates ennneeiesl theretn mid mm'ing edgewise thrnug h the water at :tll inrlinatim) tn the inngitnrlinal lnnim'nnul lin tn give sup pnii to the lmdy nr Vessel, mid inclined supporting-plates mt niling helow the hnltnni 0f the hnd of the vessel, an that when the conveynnee is in nlntiun the hudy (if the vessel i may he supported entirel uhuve the surface ml the miter sulmtimtinll :ls speeilied.

5', in a waiter-e1lnveynnm), the eunlhinutiun with it holly in vessel for ieeeiving the passengers m lmnl, n1 in lined mppnrting g lntes w nner-ted iheretu and niuvin edgrw wise thrnngfh tin ut er ill :ul inelinutihn tn the lung ilndnml hurimmml line (:1 give sup- ;mzt tn the lmdyur vesseLnnd (iilllOpillll l'm' imparting: l'urwm'd nlutiun in the ennveyz-nne mi l inc-lined snppnrtingflilnLes extending he lam. th hnttuin of the hmly of the vessel, s. that when the emi\"e ynnee is in nlntiun the Emil ht the vessel int-i hesnppurted entirel nhnve the nrl'm e iii the water, snhstuntinlly i it; speeiiieii. l

3. t sell-1ampellell vessel lit-wine it llOlJllive hml 0r hull., and a rem'tinnnry surface exi llilt-il below the molded mn'fm'e nl' said hull and n1 less imn'iersed area than the liliniersednrezt of thehull, whereby said hulln'my he lifted uhove the surface of the water at high speeds by reaction.

7. The combination with 11 seliqunpeiled vessel nf twu or more snppibiting-plates HI" ranged one above another and attiiehed tn the vessel hy means of movable standards 8. in n water-cmini'eynnce, the uunihinm tinn with it hndy ur vessel, of a front nil-lined snyiqmrting nr earrying ilate B, and rem in [lined eurryingyplules I l B, the hitter urrzinged one it eneh side vi the eunveyanee, and at opposite angles tn ezteh ether in re-- s eet to it transverse hurimntai line.

9. ln :1 \VLlAF-GUHvilyii1H1 the emnhina than with a body or vessel, ml at front llll'liIlULl snppnrting or carrying ilute B, and rear inelined carrying-plates 1% H the latter arranged line at each side (if the conveyance, and at uppusite angles in each nther in resp ct tn a tI'iLIibVt'I'SG lanrizuntal line, and a prnpellerv H). The eenihination with 1L hunt ur vessel,

nl' sumutating-plates on opposite sides of the vessel and adapted to he extended hnluw the liuttum hf the same, Inuvahle supports for said whites and manually regulated mean-i; lnr adjusting said plates silnultrtneniwly 11b tn their angle relative to the line Hf IH JtlHL 3 1. The eunihilnltiun W511i: a hunt n1 vessel ii." snppnrting-plntea; un uppusite sides at the vessel mid adapted to he extended below the lmttnni vi the same, nmvnhle supports lm i 'i plntm, and inanwilly-regulated means fur adjusting sand plates sirnultimenuslv as in their depth of suhinergenee.

W itnesses:

W, \V. fiinnunitn FRANCIS B1 0550M. 

